Automatic stop for railway-trains.



- A No. 891,258. PATENTED JUNE 23, 1908.

- J.'T. HUMPHREYS. A

AUTOMATIC STOP FOR RAILWAY TRAINS.

APPLICATION FILED OCT. 1. 1907.

2 SHEETS-SHEET 1.

m ha aooco No. 891,258. PATENTED JUNE 23. 1908. J. T. HUMPHRBYS. AUTOMATIC STOP FOR RAILWAY TRAINS.

APPLIOATION FILED OUT. 1.1907.

2 SHEETS-SHEET 2.

.To all whom itm-cyconcern: Be it known thatI, JOHN ,T. 'HUMPHREY JOHN T. HUMPHREYS, or WASHINGTON, DISTRICT or COLUMBIA.

' nu'romiizrgrc STOP .FOR RAI WAY-Teams."

Specification'of Letters Patent." Patented June 23,,

Application filed may 1,1907." Serial mi'sesaoa' a citizen of the United-States, residil'ig at Washington, in the District of Columbia,v

have invented certain new and usefulflm provements in Automatic Stop's for Railway- Train's, of "which the following is a specifiedtion.

"This invention relates to brake mechanism for railways, and especially.to 'means whereby under certam conditions a caror train will, be automatically stopped theevent that the motoirman orenglneer for any reason. fails to observe the danger signal.

The devices constitutingthelpresent invention are designed to be operated byfany suitable switch or 1 signaling mechanisms,

and simultaneouslytherewith.'

Among the several objects; aimed at this invention'are to rovid a device of the character above indicated which shall be comparatively cheap in'construction, easy of application, more certain of operation than previous devices v.c-ontemplatedJin this art,

and which is not likely to become out of order. 1

For a airlineranding of the invention,

and the manner inwhich l accomplish the foregoing and otherfobjects, reference 'isfto the line 66 of Fig. 1-.' I

In all the viewso'f the drawingssimilar.

be had to the following detail description and the accompanying drawings, in w ich: Flgure '1 is a fragmentaiyfront elevation of the present invention inapplied position, and showing also a well known type of'semaphore for cooperation therewith Fig; 2 is a transverse elevation of the princi al parts of the invention, as viewed on the ine 22 of Fig. 1 Fig. 3 is a side elevation of the valve mechanism and cooperatingparts; Fig. lisa detail plan view of certain supporting mechanism secured to the railway rai s Fig.

5 isa vertical sectional view of one form of,

valve mechanism,-and Fig.'"6 is a detail on partsare referred to by like reference charaGters.

In the drawings the numeral 10 indicates an axle of any suitable railway vehicle,.su-ch for instance as-a' street car or a locomotive,

preferably the latter, and 11 is a wheel running upon a rail 12. Rigidly secured t0.-the

anew, between the tracks, is a collar 13., and journaled on said collar is a yoke 1'4.

preferably made in sections as The yoke is indicated,,an supports any suitable posi- :plane of the tracks, the ppsitiol'io 20inFig. 6i p It is'well undei'stoodthat the wheels and In case the devioe iwerytoz to a caraxle which operatesitooclosely to the f'the standard would-be varied-accordingly.

tion, -dependingupon ;thej character; of the truckwith which the'device is employed, a rigid st'andard. 15,. 13 ,glhe position indicated .in' the-present. instance-in which the standard'is supported, is'ayertical one and pend- "ent from sai'df'yokei .65 f I The stand y ard .15 i -detachably fsecnred in any suitable.

manner to the yoke as'by screw 'threads'and is then locked when in proper .position.= The standard furthermore; provided jwith two sections-connected by a turn buckleldwhereby the effective length; of: the; standard may be varied in accordance with the particular 1 type of truck to which the device is attached, or to compensate for variations due to wear a of the parts of the rolling sto'ck; Lock nuts 17 may bra-employed if 'desired-to 'secure the turn buckle in adjusted position. 1 As asuitable means for-securing thestandard in a substantially fixed position relative'to rota-: tion on.- the axle, I provide abrace 18 secured at. its outer ends to the truck frame grimy other suitable p'art.19 of-thernnninggeanx and -rigidly secured iat'its middle portion to a box 20 and in.whichboX-thestandard may I 'move slightly lon itudinally,theboX-having" a slight'space for ate'ral'motion with res 'ect car or frame, "such space being indicated at- .to the standard, due to lateral swaying o the.

axle of a locomotive are theonly parts which I have a ractically fixed relation as to elevation wit the trackrails." The other parts of the car or locomotiveare subjected to variations in elevation and also lateral swaying to a considerable extent; While therefore the outer ends of thebraces 1-8'may have certain vibration: due to the vertical swingim of the truck frame-or other parts to which they are connected suchmovement will-not affect the position of the standard 1 5 the box 20 be mg free'to slide both vertically and laterally upon the standard'15 to permit of such vi- "bration.

Rigidly secured to the lower end of-the standard 15 andcarried thereby isa valve mechanism 21 with which thetrain'airpipe 22 has communication. 'Movablyconn'ected to the valve mechanism and controllingvthe position of thevval've which closes Iforrnally the end of'the train pipe 2'2,i s astrikingelef;

ment 23, the lower end 24 of which normally projects downwardly below the main portion of the valve mechanism. The striking member 23 is herein indicated as being pivoted at 25 to the valve casing'21and projecting out- 1 w-ardly from the axis ofthe pivot is an arm 26 having a pin and slot connection with a valve 27, the latter being shown in the present instance as being slidably mounted in the valve casing. The valve 27 has pistons 28 at its opposite 'ends which control the exhaust from the several branches 29 of the train pi e 22. The valve operates within a removale sleeve 30 having perforations 31 communicating directly with the aforesaid air cavities 29, and also perforations 32 com-- municating directly with an exhaust 33. Upon movement of the valve in either direc-' tion from its mid position one piston 28 will pass beyond certain of the perforations 31 and the other piston will pass certain of the in a definite fixed relation to the tops of the v tact member, the cam surface thereof will be raised or lowered bringing the same into or "perforations 32, whereby air under compression in the train pipe will exhaust through the chamber 33, and whereupon the cartor train will be immediatel braked. It will be understood that any ot er suitable form of valve may be employed, such for instance as a rotary valve.

As a convenient means for causing the striking member 23 to turn on its pivot and open the valve 27, I provide a contact member 34, the position of which is determined by the 'position of the switch or signaling mechanism before mentioned. In the res-* ent instance the contact member 34 is indicated as cam shaped on it's outerface, the cam being constituted by one or more inclined faces 35 and the bottom of the contact member. having an incline 36-complemental to a corresponding incline on the upper face of a stationary bed -late 37.

Referring especiall to noted that the bed plate 37 is connected to and supported by an angle iron frame struc ture 38 secured .to the inner faces of the railway rails, whereby the bed plate 37 is held rails. The contact J member 34 is slid'able ,upon the bed plate 37 in-a' direction substantially parallel with the rails, and by virtue of the complemental incline faces of the members 34 and 37, upon movement, of the conout of the path of the lower end- 24 of the "striking member. Suitable mechanism, in-

cluding a bell crank 39 pivoted to some fixed point as for instance an ear 40 of the bed plate 37, is connected by a rod 41 to the signal or switchfor 'operatio'n therefrom. As

a simple means for operating said rod 41 I have indicated a common form of semaphore .42, the latter however per se constitutin no portion of my present mvention. It wi be seen that upon setting the signal, by the ig. 4 it will be usual'means not shown, so as to indicate that the block is occupied, the rod 41 will be moved in the direction indicated by the arrow on Fig. 1 and the contact member 34 will be moved upwardu on the incline of the bed plate so as to bringt ecam portion thereof into the path of the member 23. If then the motorman or engineer fails to bring his car or train to stop before passing the signal,

the mechanism comprising the present invention will be set into operation causing the brake mechanism (not shown) to automatic ally stop'the car or .train. Upon reverse movement of the sinal or'switch, the contact member 34 wil be lowered and .withdrawn out of the path of the striking mom her. When the member 23 has been moved upon its pivot it will be locked in such pdsition; by some suitable mechanism, the same being indicated in this instance as a slidabIe spring pressed locking bolt 43, which co operates with a notch;44 ateither end of the segment 45 of said member 23, the said bolt being supported upon the valve casing 21. Before t e parts can be restored to their normal position the engineer will be required to unlock the bolt'43, as by a finger piece 46.

In order to prevent snow, ice, or other material which ma be located between the rails'and over whi'c the pilot of the locomotive may pass from engaging with the lower extremity 24 of the striking member and thereby causing an unauthorized stoppage.

of the train, I provide mechanism upon thea hanger or runner 52, the lower end of'which projects downwardly as faras thelower end of-the member 23. The runner 52 has an angularly arranged arm'53 which has apin an slot connection 54 with the plow. The

against the end of the casing. .Pro-

loweredge or point of the plowterminatesr slightly above the the runner 52.

As indicated in Fig. 3 the plow mechanism just described is duplicated at both ends of the valve casing 2 1, and in this connection it is to be noted that the mechanism both by reason .of the double faced cam 34 and the duplicity of the plow mechanismis intended to be operable when the train is running in either direction. Loosely fitted within a groove 55 in the side of thecasing 21 is a push bar 56 having pin and slot connection 57 with the striking member 23. At the end of said bar,

is a notch 58 which cooperates with a pin 59 connected with the plow. It being requisite that the plow shall extend downwardly prac plane of the lower end of tically shielding" the member 23, when in its normal position, it will be noted that unless there'be some'means to lift it so as not to en gage the cam member-34 the same would become broken, in the event. that adanger signal were passed. I With reference to'Fig. 3 it will be observed .that the member 52 will first err-- gage the cam face 35 of the member 34 causing the runner to turn upon its pivot, and by virtue of the pinand slot connection 54"will cause the plowto swing upon its pivot 48 against the tension of the spring 49 and thereby clear the contact member 34. The lower-end 24 of the strikingpnember will then engage the contact, 'mem er 34 and turning upon ,its' pivot wil-lnot only-open the air brake valve as before indicated. but also by means of the pin and slot connection 57 with the push bar 56 will elevate the rear plow and cooperat ing parts so that the same will not be broken by the cam, Said rear plow will. be held in such position by virtue of'the said connections and the lock 43 until released by the* engineer. Uponsuchrelease the spring 49 of the lifted plow will restore-the parts to their normal position. a

Havingthus described the invention, what is claimed as new and desired to. be secured by Letters Patent of-the United States, is

.1. In adevice of thecharacterspecified,

- theg'combination of an axle, a standard sup ported by the axle, train pipe valve mechanism carried'by said standard and including a movable striking member, a contact member,

irmechanism including a movable striking and means whereby the contact member may be moved into the path of the striking member to open the train pipe.

2. A trip controlled .brake mechanism comprising, in combination, an axle, a collar fixed thereto, a standard suspended from said collar, brace mechanism to hold said standard in acertain position, means to vary the effective length of the standard, train pipe valve mechanism carried by the stand ard and maintained thereby at a definite elevation with respect to the axle, said valve member, signaling mechanism, and means controlled thereby to be engaged by said striking member to cause the "latter to open the train pipe. I

Automatic brake mechanism coinprising, in combination, track rails, an axle, air pipe valve mechanism supported thereby and including a pivoted striking member, abed plate having an inclined face, means for rigidly securing saidplate between the track rails, a contact member having an inclined face complcmental to the said face of the bed plate and supported thereon and also having an outer cam surface, and means for sliding the contact member upon the bed plate to bring its cam surface into the'path" of the said striking member.

.4. In an automatic stop -mechanism for to its normal railways, an axle, valve mechanismfor the train pipe-,support'ed from said axle, said valve mechanism comprising a pivoted striking memberand a slidable valve having a'pisto'n at each end, a bed plate rigidly secured below and the vertical plane of said striking member, a slidable contact member .locatedupon said bed plate and having one or more inclined cam faces, signaling mechanism, and means connected with the same and with the slid'able contact member to bring the latter-into the path of thepivoted striking member upon movement of the signalinglmechamsm to one position.

I 5. alve mechanism for an automatic stop for railwa s com risin in combination a valve casing, a '-valve mo able therein, a movable striking member carried by the casing and connected with the valve, and means movably secured to the end of the easing and operably connected. with the said striking member to prevent obstacles on the way from causing an unauthorized movement of the valve mechanism.

- 6 In a valve mechanism-for automatic stops, thecombinationof a pivoted striking member havin a downwardly extending end, a plow pivote near its upper end to the easing and whose lower end guardsthe path of said lower end of the striking member in its normal. position, and means pivoted tothe forward end of thecasing and having co6perative-connection with the plow tomove the latter upon its pivot.

7. In valve mechanism. for automatic stops, the combination of a valve-casing, a

locking bolt slidably attached thereto, a

valve within the casingpa striking member pivoted to the casing and having connection with said valve and also being provided with a notch in which said boltmay engage, a,

tended downwardly below'the said casing, a-

plow movably connected with the casing and whose lower end projects below the casing within the plane of movement of said lower end of the striking member, a bell crankrunner pivoted upon the end of the casing and having pin and slot connection with the plow aforesaid, and a contact member adapted to be en aged by said runner to lift the plow and a so bysaid striking member.

9. A valve mechanism for automatic stops comprising, in combinatioln-a valvecasing, a

normal position, and spring mec anism to restore the several movable parts to their nor- 'mal position upon release of the locking bolt.

10. In combination with avalve cas' a valve therein, a movable striking mem er having its lower end roject downwardly below the casing, a p ow mova ly connected to the casing to clear the way for the said striking member, a bracket on the casing, a

bell crank runner pivoted upon said bracket and whose lowerend projects downwardly slightly below the point of the plow and whose other end-has pin and slot connection with the plow .a slidin push bar connected with the striking mem er and having'loose connection with the plow whereby the latter may' be lifted by the striking member in its movement.

11. Incombination with a valve casing, a

striking member pivoted thereto and having its lower end rojecting downwardly below the casing, a p ow pivotally secured at each end ofthecasing in alinement with the striking member, and a push bar mountedupon the casing and having connection with theaxle, effective length, a train air ipe valve carried ng member con-v cooperation with said striking member, the ends of the push bar having loose connection with the plows, means cooperating with the several plows, whereby the forward one may be lifted independently of the-striking member, and means connected with the plows for restoring the several parts to normal position. 12. In combination with railwaymails and a truck including wheels and an axle, contact means operably secured to and between the standard carried by said.

rails, a supporting the standar being adjustable as to its by said stan ard, and a str nected therewith for contact means. 1

' .13. The combination with air brake valve mechanism including a movable striking member, of a contact member, and means as-.

sociated with the valve mechanism to pre- ,vent an unauthorized movement of the striki member, said means comprising a movab e-member projecting as low as the engaging portion of the striking member.

. 14. The combination of-a truck including an-axle, a contact member, air brake valve. -mechanism,-and means supported on the axle and operable by engagement with thecontact member for actuating the air brake valve mechanism. In testimony whereof I affix my signature in presence of two witnesses.

- JOHN T. HUMPHREYS. Witnesses:

O. A. BOOTH, 'JoHN A. PATTERSON. 

